CN103118911A - Vehicle travel control apparatus - Google Patents
Vehicle travel control apparatus Download PDFInfo
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- CN103118911A CN103118911A CN2011800452982A CN201180045298A CN103118911A CN 103118911 A CN103118911 A CN 103118911A CN 2011800452982 A CN2011800452982 A CN 2011800452982A CN 201180045298 A CN201180045298 A CN 201180045298A CN 103118911 A CN103118911 A CN 103118911A
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- vehicle
- control
- turning
- controlling
- speed range
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
- B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
A vehicle travel control apparatus executes turning facilitation control that controls wheel longitudinal force such that the longitudinal force of a turning path inner side wheel becomes smaller than the longitudinal force of a turning path outer side wheel, and vehicle dynamics control that controls wheel longitudinal force so as to stabilize the turning motion of the vehicle. The vehicle speed range in which to permit the turning facilitation control is lower than the vehicle speed range in which to permit the vehicle dynamics control.
Description
Technical field
The present invention relates to a kind of controlling device for vehicle running, and relate more specifically to carry out turn and assist the controlling device for vehicle running of control and Study on Vehicle Dynamic Control, wherein turn and auxiliaryly control longitudinal force that wheel longitudinal force makes turning path inboard wheel and become less than the longitudinal force of turning path off-side wheel, and Study on Vehicle Dynamic Control is controlled wheel longitudinal force so that the turning motion of vehicle is stable.
Background technology
For example, as describing in Japanese Patent Application Publication No.11-49020, known such turning is auxiliary to be controlled, and it is by applying to turning path inside rear wheel the turning performance that braking force strengthens vehicle.Simultaneously, for example, known such Study on Vehicle Dynamic Control, it makes the turning motion of vehicle stable by apply braking force to the control target wheel (one or more) of determining as required.
The control target wheel (one or more) of the control target wheel (one or more) of the auxiliary control of such turning and such Study on Vehicle Dynamic Control is always not consistent with each other, and these are controlled and carry out different control programs, so they may phase mutual interference or conflict.Therefore, when turn auxiliary control and Study on Vehicle Dynamic Control both need to be performed, preferably only carry out wherein one.
Like this, in the situation that turn therein auxiliary control and Study on Vehicle Dynamic Control both need to be performed, only can carry out that one (normally Study on Vehicle Dynamic Control) with higher priority.Yet, in this case, whether whether auxiliary control needs to be performed if need to be used for judge turn needs to be performed and both needs to be performed with Study on Vehicle Dynamic Control select to have the various decision processes of the one of higher priority, and this makes controls complicated or bothers.
Summary of the invention
The invention provides a kind of controlling device for vehicle running, its demand that makes the auxiliary control of judge turning whether need to be performed whether to need to be performed both with Study on Vehicle Dynamic Control and then select to have the control of higher priority is reduced to bottom line and/or makes the frequency of carrying out such judgement and selection be reduced to bottom line.
One aspect of the present invention relates to controlling device for vehicle running, it carries out auxiliary the control and Study on Vehicle Dynamic Control of turning, described turning is auxiliary controls longitudinal force that wheel longitudinal force makes turning path inboard wheel less than the longitudinal force of turning path outboard wheels, and described Study on Vehicle Dynamic Control is controlled longitudinal direction of car power so that the turning motion of vehicle is stable, and the auxiliary vehicle speed range of controlling that wherein allows to turn is lower than the vehicle speed range that allows Study on Vehicle Dynamic Control.Simultaneously, in the present invention, " turning path outboard wheels " is the wheel on the turning track outside, and " turning path inboard wheel " is the wheel on the turning track inboard.
Usually, than usually little (such as in the situation that during cross-country etc.) and therefore can not produce enough turning transverse forces, auxiliary control needs to turn at the friction coefficient on road surface.Therefore, the auxiliary vehicle speed range of controlling of need turning is lower, such as extremely low vehicle speed range etc.On the contrary, at Ackermann steer angle, to such an extent as to vehicle may oversteer or the dynamic conditions of the understeer vehicle unsettled vehicle speed range that becomes relatively high, such as middle high vehicle speed range etc.
Controlling device for vehicle running according to aspects of the present invention, the auxiliary vehicle speed range of controlling that allows to turn is set to lower than the vehicle speed range that allows Study on Vehicle Dynamic Control.Therefore, even allow the auxiliary vehicle speed range of controlling of vehicle and allow the vehicle speed range of Study on Vehicle Dynamic Control overlapped, even overlap, also can make and judge whether the auxiliary control of turning needs to be performed and whether need to be performed both with Study on Vehicle Dynamic Control and then select to have the demand of control of higher priority and/or the frequency of carrying out such judgement and selection is reduced to bottom line.
For example, in being included in the auxiliary vehicle speed range of controlling of allow turning and in the vehicle speed range lower than the lower limit of the vehicle speed range that allows Study on Vehicle Dynamic Control, auxiliary control only can allow to turn.On the contrary, in being included in the vehicle speed range that allows Study on Vehicle Dynamic Control and in the vehicle speed range of the higher limit of assisting the vehicle speed range of controlling higher than allowing to turn, only can allow Study on Vehicle Dynamic Control.
In addition, assist the vehicle speed range of controlling in the situation that allow to turn and allow the vehicle speed range of Study on Vehicle Dynamic Control not overlapped, not needing to judge to turn to assist control whether to need to be performed the control that whether needs to be performed both and then select to have higher priority with Study on Vehicle Dynamic Control.That is, in allowing the auxiliary vehicle speed range of controlling of turning, do not need to judge whether Study on Vehicle Dynamic Control needs to be performed, in the vehicle speed range that allows Study on Vehicle Dynamic Control, do not need to judge whether the auxiliary control of turning needs to be performed.
In addition, the controlling device for vehicle running of aspect of the present invention can reduce control so that Study on Vehicle Dynamic Control comprises oversteer, and allows the higher limit of the auxiliary vehicle speed range of controlling of vehicle lower than the lower limit of the vehicle speed range that allows the oversteer minimizing to control.
According to said structure, the higher limit of assisting the vehicle speed range of controlling that allows to turn reduces the lower limit of the vehicle speed range of controlling lower than the permission oversteer.Therefore, allow to turn and assist the vehicle speed range of controlling and allow the vehicle speed range of Study on Vehicle Dynamic Control not overlapped, and do not need therefore judging whether the auxiliary control of turning needs to be performed the control that whether needs to be performed both and then select to have higher priority with Study on Vehicle Dynamic Control.
In addition, the controlling device for vehicle running of aspect of the present invention can reduce control so that Study on Vehicle Dynamic Control comprises oversteer, allow the higher limit of the auxiliary vehicle speed range of controlling of turning to reduce the lower limit of the vehicle speed range of control higher than the permission oversteer, and the lower limit of assisting the vehicle speed range of controlling that allows to turn reduce the lower limit of the vehicle speed range of controlling lower than the permission oversteer.
According to said structure, the higher limit of the vehicle speed range of assisting control although allow to turn is higher than allowing oversteer to reduce the lower limit of the vehicle speed range of controlling, and the lower limit of the auxiliary vehicle speed range of controlling of permission turning is lower than the lower limit of the vehicle speed range that allows oversteer minimizing control.Therefore, allow to turn the auxiliary vehicle speed range of controlling and the vehicle speed range that allows oversteer to reduce to control, in higher than the vehicle speed range of the higher limit of the auxiliary vehicle speed range of controlling that allows to turn and not overlapped lower than allowing oversteer to reduce in the vehicle speed range of lower limit of the vehicle speed range of controlling.Therefore, in so non-overlapped vehicle speed range, do not need to judge to turn to assist control whether to need to be performed the control that whether needs to be performed both and then select to have higher priority with Study on Vehicle Dynamic Control.
In addition, the controlling device for vehicle running of aspect of the present invention can so that, if in the vehicle speed range of the speed of vehicle between the higher limit of the vehicle speed range that control is assisted in lower limit and the permission turning of the vehicle speed range that the minimizing of permission oversteer is controlled, even oversteer reduce to control term of execution start when turning the auxiliary condition of controlling when satisfying, not starting the auxiliary control of turning yet.
According to said structure, due to term of execution reduce controlling at oversteer, do not start auxiliary control of turning when satisfying to be used for starting when turning the auxiliary condition of controlling, can prevent that therefore oversteer from reducing auxiliary mutual interference or the conflict mutually of controlling of controlling and turn.
In addition, the controlling device for vehicle running of aspect of the present invention can so that, if in the scope of the speed of vehicle between the higher limit of the lower limit that allows oversteer to reduce the vehicle speed range of controlling and the auxiliary vehicle speed range of controlling that allows to turn, turn auxiliary control term of execution, end to turn auxiliary control when oversteer reduces the condition of controlling when satisfying to be used for starting.
According to said structure, due to turn auxiliary control term of execution, end to turn auxiliary control when oversteer reduces the condition of controlling when satisfying to be used for starting, auxiliary control and oversteer reduces control mutual interference or conflict mutually therefore can prevent from turning.
In addition, the controlling device for vehicle running of aspect of the present invention can so that, Study on Vehicle Dynamic Control comprises that oversteer reduces control and understeer reduces control, and the higher limit of assisting the vehicle speed range of controlling that allows to turn reduces the lower limit of the vehicle speed range of controlling lower than the permission understeer.
According to said structure, because the vehicle speed range that the auxiliary vehicle speed range of controlling of permission turning and the minimizing of permission understeer are controlled is not overlapping, mutual interference or conflict mutually controlled in therefore can prevent from turning auxiliary control and understeer minimizing.
Simultaneously, in the present invention, " longitudinal force " of each wheel is to be considered to the propulsive effort/braking force of " just " when the directive effect that is pushed into along vehicle.The reducing not only and can realize by reducing along the level of the longitudinal force of vehicle propulsion direction of such longitudinal force can also be by realizing to producing apply along the longitudinal force with the directive effect of vehicle propulsion opposite direction along the wheel of the longitudinal force of vehicle propulsion direction.
In addition, in the present invention, " turning path inside rear wheel " representative is positioned at the turning path inboard wheel of rear side with respect to the vehicle propulsion direction.More specifically, be included in the trailing wheel on " trailing wheel " in term " turning path inside rear wheel " be illustrated in vehicle when vehicle is pushed ahead the inboard in turning path, and when vehicle be pushed rearward into the time be illustrated in front-wheel on the inboard in turning path of vehicle.
The controlling device for vehicle running of aspect of the present invention can so that, the auxiliary control of turning is such control, i.e. this control is by applying at least one turning path inboard wheel braking force applies the turning of sensing assisting vehicle on vehicle yaw moment.
Above-mentioned controlling device for vehicle running can be so that at least one turning path inboard wheel be turning path inside rear wheel.
The controlling device for vehicle running of aspect of the present invention can so that, Study on Vehicle Dynamic Control is such control, i.e. this control applies braking force and makes the turning motion of vehicle stable by controls target wheel at least one.
The controlling device for vehicle running of aspect of the present invention can be so that the lower limit of assisting the vehicle speed range of controlling that allows to turn be zero.
The controlling device for vehicle running of aspect of the present invention can so that, it is such control that oversteer reduces control, i.e. this control applies braking force at least one outside, turning path front-wheel and points to the yaw moment that suppresses turn inside diameter and make car retardation so that apply on vehicle.
The controlling device for vehicle running of aspect of the present invention can so that, it is such control that understeer reduces control, that is, this control applies braking force so that car retardation and apply and point to the yaw moment that assisting vehicle is turned at least one turning path inside rear wheel on vehicle.
The controlling device for vehicle running of aspect of the present invention can be so that vehicle be overland vehicle.
The controlling device for vehicle running of aspect of the present invention can so that, turn auxiliary control to turning path inside rear wheel apply braking force until turning path inside rear wheel by locking.
Description of drawings
Describe below with reference to the accompanying drawings feature, advantage and technology and the industrial significance of exemplary embodiment of the present invention, wherein similar Reference numeral is indicated identical element, and wherein:
Fig. 1 is the view that schematically illustrates the configuration of the controlling device for vehicle running that is combined in the first example embodiment in all-wheel drive vehicles, of the present invention;
Fig. 2 is the diagram of circuit that illustrates the auxiliary process of controlling of turning in the first example embodiment;
Fig. 3 is the diagram of circuit that illustrates the process of the Study on Vehicle Dynamic Control in the first example embodiment;
Fig. 4 is the diagram of circuit that illustrates the auxiliary process of controlling of turning in the second example embodiment;
Fig. 5 is the diagram of circuit that illustrates the process of the Study on Vehicle Dynamic Control in the second example embodiment;
Fig. 6 is the diagram that illustrates in the first example embodiment, allows the vehicle speed range that the braking force under auxiliary control of turning applies and allow each vehicle speed range that the braking force under Study on Vehicle Dynamic Control applies;
Fig. 7 is the diagram that illustrates in the second example embodiment, allows the vehicle speed range that the braking force under auxiliary control of turning applies and allow the vehicle speed range that the braking force under Study on Vehicle Dynamic Control applies; And
Fig. 8 is the diagram that illustrates in modified example, allows the vehicle speed range that the braking force under auxiliary control of turning applies and allow each vehicle speed range that the braking force under Study on Vehicle Dynamic Control applies.
The specific embodiment
Fig. 1 schematically illustrates the structure of the controlling device for vehicle running that is combined in the first example embodiment in all-wheel drive vehicles, of the present invention.
Fig. 1 shows the configured in one piece of the controlling device for vehicle running 100 that is combined in vehicle 102.The propulsive effort of driving engine 10 is transferred to output shaft 16 via torque converter 12 and change-speed box 14.The propulsive effort of output shaft 16 is via carrying out driving device 18 that drive pattern switches, being transferred to front wheel driving shaft 20 and rear wheel driving axle 22 both or rear wheel driving axle 22 only.Control unit of engine 24 is according to waiting the stroke of the accelerator pedal 23 of stepping on to come the output of control engine 10 by the driver.
When selecting switch 26 at H4 place, position, driving device 18 is disposed in full wheel drive pattern, wherein the propulsive effort of output shaft 16 be transferred to front wheel driving shaft 20 and rear wheel driving axle 22 both.When selecting switch 26 at H2 place, position, driving device 18 is disposed in the Two-wheeled pattern, and wherein the propulsive effort of output shaft 16 only is transferred to rear wheel driving axle 22.When selecting switch 26 at N place, position, driving device 18 is disposed in wherein the propulsive effort of output shaft 16 and neither is transferred to front wheel driving shaft 20 and also is not transferred to the pattern of rear wheel driving axle 22.When selecting switch 26 to be in L4 place, position, driving device 18 is disposed in another full wheel drive pattern, wherein the propulsive effort of output shaft 16 is as, torque drive power that be used for slow-moving vehicle propulsive effort larger than the moment of torsion in the full wheel drive pattern of H4, and be transferred to front wheel driving shaft 20 and rear wheel driving axle 22 both.
With reference to figure 1, according to the command signal from selecting switch 26 to input, full wheel drive control unit 28 is to control unit of engine 24 output signals, and the full wheel drive control unit 28 of this signal designation needs driving device 18 to be arranged in which pattern in above-mentioned Two-wheeled pattern and full wheel drive pattern.Control unit of engine 24 is according to the output of the complete needed transmission mode control engine 10 of wheel drive control unit 28.
The propulsive effort of front wheel driving shaft 20 is transferred to the near front wheel axletree 32L and off front wheel axletree 32R via front wheel differential gear 30, thereby make the near front wheel 34FL and off front wheel 34FR rotation, and the propulsive effort of rear wheel driving axle 22 is transferred to left rear wheel 38L and off hind wheel 38R via trailing wheel diff 36, thereby makes left rear wheel 40RL and off hind wheel 40RR rotation.
The braking force that is applied to respectively the near front wheel 34FL, off front wheel 34FR, left rear wheel 40RL and off hind wheel 40RR is controlled by the hydraulic circuit 44 of brake system 42, and hydraulic circuit 44 is controlled wheel cylinder 46FL, 46FR, 46RL and the 46RR that corresponds respectively to the near front wheel 34FL, off front wheel 34FR, left rear wheel 40RL and off hind wheel 40RR.Although hydraulic circuit 44(is not shown in the drawings) be provided with fuel accumulator (one or more), oil pump (one or more), various valves etc.The brake-pressure of each wheel cylinder 46FL, 46FR, 46RL and 46RR is controlled by master cylinder 48 usually, master cylinder 48 drives by the brake pedal 47 of being trampled by the driver, and when needed, they are also controlled electronic control unit (ECU) 50 and control (will describe in detail after a while) by travelling.
ECU50 receives respectively the signal of wheel velocity Vfl, Vfr, Vrl and the Vrr of indication left and right front-wheel and left and right trailing wheel from vehicle-wheel speed sensor 52FL, 52FR, 52RL and 52RR, and receives the signal of indication yaw rate gamma from yaw rate sensor 54.In addition, ECU50 receives the signal of indicating longitudinal acceleration Gx and lateral acceleration G y from longitudinal acceleration sensor 56 and lateral acceleration sensor 58 respectively.In addition, ECU50 receives the signal of expression deflection angle θ from steering angle sensor 60.Yaw rate sensor 54, lateral acceleration sensor 58 and steering angle sensor 60 are for detection of the transverse acceleration of for example vehicle (when occuring on vehicle conter clockwise turn direction, be defined as " just "), and longitudinal acceleration sensor 56 is for detection of the longitudinal acceleration (when occuring on the direction of accelerating at vehicle, being defined as " just ") of vehicle.
ECU50 is set in signal which pattern at present from selecting switch 26 to receive indication driving gears 18, and also receive the signal of indicating the auxiliary switch 62 of turning whether to be in open mode at present from the auxiliary switch 62 of turning, wherein turn and assist switch 62 by the passenger operation of vehicle.
In addition, control unit of engine 24 receives the signal of indication acceleration operation amount Acc from the acceleration operation amount sensor (as shown in Figure 1) that is arranged on accelerator pedal 23.Note, in practice, control unit of engine 24, full wheel drive control unit 28 and ECU50 can for example be integrated into the combination of driving circuit (one or more) and single microcomputer, and microcomputer comprises the central processing unit in conjunction with CPU(), the ROM(read-only memory (ROM)), the RAM(random access memory) and various input/output section.
As below describing in detail, when the auxiliary switch 62 of turning was opened, ECU50 determined whether that the control effort that carry out under auxiliary control of turning applies.If ECU50 is judged to be and carries out this control effort and apply, ECU50 applies braking force to the trailing wheel in the inboard, turning path of vehicle, turns to auxiliary yaw moment to produce on vehicle.
In addition, thus ECU50 judge vehicle whether oversteer or the understeer control effort that needs to carry out under Study on Vehicle Dynamic Control apply.If ECU50 is judged to be this control effort and applies and need to be performed, ECU50 execution oversteer reduces to control or understeer minimizing control, to make the turning motion of vehicle stablize by apply braking force to control target wheel (one or more).
More specifically, oversteer reduces control and applies braking force to the outside, the path front-wheel of turning at least, makes the yaw moment that points to the inhibition turn inside diameter be applied on vehicle and car retardation.Simultaneously, the understeer minimizing is controlled at least respectively to the left and right, and trailing wheel applies braking force, make at the braking force on the inside rear wheel of turning path to become greater than the braking force on the outside rear wheel of turning path, make car retardation and point to the yaw moment that assisting vehicle turns to be applied on vehicle.
As will be described in detail below, allow respectively control effort under auxiliary control of turning to apply, reduce that control effort under controlling applies and reduce in understeer the vehicle speed range that the control effort under controlling applies at oversteer and preset.
More specifically, in the first example embodiment, allow to turn the auxiliary positive constant of a reference value (higher limit) Vta(of controlling when the vehicle velocity V of calculating to Vrr based on wheel velocity Vfl is equal to or less than be used to determining whether) time, allow the control effort under auxiliary control of turning to apply.Allow Vehicular turn to reduce the positive constant of a reference value (lower limit) Vsp(of controlling when vehicle velocity V is equal to or higher than be used to determining whether) time, allow to apply at the control effort that oversteer reduces under controlling.When vehicle velocity V is equal to or higher than license speed of a motor vehicle lower limit Vdr(greater than the positive constant of Vsp) time, allow to apply at the control effort that understeer reduces under controlling.
A reference value Vsp is set equal to or less than a reference value Vta, but license speed of a motor vehicle lower limit Vdr is greater than a reference value Vta.Note, license speed of a motor vehicle lower limit Vdr can set in no instance and be equal to or less than a reference value Vta.Like this, allow the vehicle speed range that the control effort under auxiliary control of turning applies can not apply overlapping with allowing the control effort understeer reduces under controlling.
On the other hand, permission is overlapping with the vehicle speed range that the control effort of permission under the oversteer minimizing is controlled applies at the vehicle speed range that the control effort under the auxiliary control of turning applies.Therefore, may satisfy simultaneously for carrying out in the condition that the control effort under the auxiliary control of turning applies and the condition that applies for the control effort of carrying out under the oversteer minimizing is controlled.Under these circumstances, carry out the control effort that reduces under controlling at ovdersteering and apply preceence.Note, can set the higher limit that allows to reduce at oversteer the vehicle speed range that the control effort under controlling applies.
Below, with reference to the auxiliary process of controlling of the turning in flow chart description the first example embodiment in Fig. 2.Note, in the diagram of circuit of Fig. 2, illustrated control response is opened and starts in the ignition lock (not shown), and repeats with given time gap.
With reference to figure 2, judge in step 50 that at first the braking force of whether carrying out at present under auxiliary control of turning applies, that is, whether braking force is being applied to turning path inside rear wheel.If the result of judging is sure (being), controls and continue execution in step 400.On the other hand, if the result of judging is (no) negating, controls and continue execution in step 100.
In step 100, judge whether satisfy at present the condition that the braking force of permission under auxiliary control of turning applies that is used for.If the result of judging is (no) negating, the current circulation of finishing control.If the result of judging is sure (being), controls and continue execution in step 150.
The condition that is used for allowing the braking force under auxiliary control of turning to apply can be following three conditions: each sensor and brake system 42 are in reasonable conditions, allow the suitable execution (condition A1) of Study on Vehicle Dynamic Control; Select switch 26 to be in (condition A2) in the L4 of position; And the auxiliary switch 62 of turning is shown in an open position (condition A3).In this case, only when these three conditions all are satisfied, just allow the braking force under auxiliary control of turning to apply.
Below, in step 150, judge whether vehicle velocity V is used for allowing to turn the auxiliary judgement of controlling higher than this a reference value of a reference value Vta(Vta), namely whether vehicle velocity V is not allow to turn the auxiliary value of controlling.If the result of judging is sure (being), the current circulation of finishing control.On the other hand, if the result of judging is (no) negating, controls and continue execution in step 200.
Below, in step 200, judge that whether carrying out at present oversteer reduces control (it is included in Study on Vehicle Dynamic Control).If the result of judging is sure (being), the current circulation of finishing control.On the other hand, if the result of judging is (no) negating, controls and continue execution in step 250.
Below, in step 250, judge whether satisfy at present the condition that applies for the braking force that is enabled under auxiliary control of turning.If the result of judging is (no) negating, the current circulation of finishing control.On the other hand, if the result of judging is sure (being), controls and continue execution in step 300.
For example, the condition that applies for the braking force that is enabled under auxiliary control of turning can be following two conditions: the absolute value of deflection angle θ is equal to or greater than a reference value θ tas(condition B1); And accelerator pedal 23 is operated (condition B2).In this case, that is, only when these two conditions all are satisfied, just allow to be enabled in to turn and assist the braking force under controlling to apply.Note, a reference value θ tas can be positive constant, or the variable of setting according to vehicle velocity V, so that the less a reference value θ tas of vehicle velocity V is larger.
Below, in step 300, calculating based on the absolute value of deflection angle θ the goal pressure that is used for turning path inside rear wheel increases gradient delta Pbrint, makes the absolute value of deflection angle θ larger, and it is larger that goal pressure increases gradient delta Pbrint.Note, goal pressure increases gradient delta Pbrint can be set changeably according to vehicle velocity V, so that vehicle velocity V is less, it is larger that goal pressure increases gradient delta Pbrint.
Below, in step 350, be controlled at the brake-pressure on the inside rear wheel of turning path, make goal pressure for turning path inside rear wheel increase gradient and equal goal pressure and increase gradient, therefore begin braking force is applied to turning path inside rear wheel.
Simultaneously, in step 400, judge whether satisfy at present the condition that applies for the braking force that terminates under auxiliary control of turning.If the result of judging is (no) negating, controls and continue execution in step 500.On the other hand, if the result of judging is sure (being), controls and proceed to step 450.
The condition that applies for the braking force that terminates under auxiliary control of turning can be any one of following five conditions: the absolute value of deflection angle θ becomes and is equal to or less than the positive constant for a reference value θ tae(of finishing control) (condition C 1); The auxiliary switch 62 of turning has been switched to off position (condition C 2); Vehicle velocity V has surpassed a reference value Vta, and wherein a reference value Vta is used for allowing to turn the auxiliary judgement (condition C 3) of controlling; The demand that the braking force of execution under oversteer reduce to be controlled applies rise (condition C 4); And the situation that Study on Vehicle Dynamic Control can not suitably be carried out (condition C 5) occured.In this case, that is, during any one in satisfying these five conditions, the braking force that terminating under auxiliary control of turning applies.
Below, in step 450, reduce the brake-pressure on the inside rear wheel of turning path, thereby end the braking force of turning path inside rear wheel is applied.
Simultaneously, in step 500, calculate the braking skid rate Sbrin of turning path inside rear wheel, and then judge that based on braking skid rate Sbrin whether turning path inside rear wheel is at present by locking.If the result of judging is (no) negating, the current circulation of finishing control.On the other hand, if the result of judging is sure (being), controls and continue execution in step 550, terminate in the increase of the brake-pressure on the inside rear wheel of turning path, thereby terminate in the increase of the braking force on the inside rear wheel of turning path.
Below, with reference to Fig. 3, Study on Vehicle Dynamic Control in the first example embodiment is described.Note, the control response shown in the diagram of circuit of Fig. 3 is opened and starts in the ignition lock (not shown), and repeats with given time gap.
With reference to figure 3, judge in step 1050 that at first the braking force of whether carrying out under Study on Vehicle Dynamic Control at present applies.If the result of judging is (no) negating, controls and continue execution in step 1200.On the other hand, if the result of judging is sure (being), controls and continue execution in step 1100.
In step 1100, judge and whether satisfy at present the condition that is used for ending Study on Vehicle Dynamic Control.If the result of judging is (no) negating, controls and continue execution in step 1300.On the other hand, if the result of judging is sure (being), controls and continue execution in step 1150.
The condition that is used for the termination Study on Vehicle Dynamic Control can be any one of following four conditions: when excessively turning to minimizing control to be performed as Study on Vehicle Dynamic Control, oversteer quantity of state SS becomes and is equal to or less than the positive constant of control break a reference value SSe() (condition D1); When understeer minimizing control was performed as Study on Vehicle Dynamic Control, understeer quantity of state DS became and is equal to or less than the positive constant of control break a reference value DSe() (condition D2); Occured because the one or more or brake system 42 in sensor is in the situation (condition D3) that error state causes Study on Vehicle Dynamic Control suitably not carry out; And vehicle velocity V becomes lower than the positive constant of a reference value Vsp(), this a reference value Vsp is used for allowing oversteer to reduce the judgement (condition D4) of controlling.In this case, that is, during any one in satisfying these four conditions, end Study on Vehicle Dynamic Control.
Below, in step 1150, reduce the brake-pressure (one or more) on control target wheel (one or more) for Study on Vehicle Dynamic Control, thereby end the braking force of controlling target wheel (one or more) is applied.
Simultaneously, in step 1200, judge and whether satisfy at present the condition that is used for allowing Study on Vehicle Dynamic Control.If the result of judging is (no) negating, the current circulation of finishing control.On the other hand, if the result of judging is sure (being), controls and continue execution in step 1300.
Being used for allowing the condition of Study on Vehicle Dynamic Control can be following two conditions: sensor and brake system 42 are in normal condition, thereby allow the suitable execution (condition E1) of Study on Vehicle Dynamic Control; And vehicle velocity V is equal to or higher than a reference value Vsp, the judgement (condition E2) that this a reference value Vsp controls for the minimizing of permission oversteer.In this case, that is, only when these two conditions all are satisfied, just allow Study on Vehicle Dynamic Control.
Below, calculate oversteer quantity of state SS in step 1300.Oversteer quantity of state SS can be any parameter of the oversteer degree of indication vehicle, and can calculate in every way.For example, oversteer quantity of state SS can be calculated as follows.Calculate the side-slip acceleration Vyd(skidacceleration of vehicle), and by side-slip acceleration Vyd being carried out the slipspeed Vy that integration calculates car body, wherein side-slip acceleration Vyd is the transverse acceleration deviation as the difference between the product (V γ) of lateral acceleration G y and vehicle velocity V and yaw rate gamma (Gy – V γ).Then, calculate longitudinal velocity Vx(=vehicle velocity V as slipspeed Vy and the car body of car body) between ratio slip angle β (Vy/Vx), car body.
Then, calculate slip angle β and the linearity of side-slip acceleration and the oversteer amount SV of K1 β+K2Vyd as car body, wherein K1 and K2 are positive constants, and the turn direction of vehicle is determined based on the symbol (positive sign or negative sign) of yaw rate gamma.When vehicle was turned left, oversteer amount SS was calculated as " SV ".On the other hand, when vehicle bent to right, oversteer amount SS was calculated as by " SV ".If the result of calculating is negative value, think that the oversteer amount is zero.Note, oversteer amount SV may be calculated the slip angle β of car body and slip angle β differential value β d linearity and.
Below, in step 1350, judge whether oversteer amount SS is equal to or greater than control and starts the positive constant that a reference value SSs(is equal to or greater than SSe), that is, determine whether that needing to carry out oversteer reduces control.If the result of judging is (no) negating, controls and continue execution in step 1450.On the other hand, if the result of judging is sure (being), controls and continue execution in step 1400.
Below, in step 1400, to carry out oversteer and reduce control, it reduces the degree of oversteer by the yaw-rate that reduces vehicle when making car retardation.Note, oversteer reduces to be controlled and can carry out in every way.For example, it can carry out as follows.Calculate the target braking skid rate Sfoutt that is used for the outside, turning path front-wheel, make oversteer quantity of state SS larger, Sfoutt is higher for target braking skid rate, and then be controlled at the brake-pressure on the front-wheel of the outside, turning path, make the braking skid rate of the outside, turning path front-wheel equal target braking skid rate Sfoutt.
Below, calculate understeer quantity of state DS in step 1450.Understeer quantity of state DS can be any parameter of the understeer degree of indication vehicle, and can calculate in every way.For example, understeer quantity of state DS can be calculated as follows.Equation (1) shown in below using calculates target yaw rate γ c, and wherein Kh is margin of stability, and H is wheelspan, and Rg is steering reduction ratio.Then, equation (2) the computing reference yaw rate gamma t shown in use is following, wherein T is that time constant and s are Laplace operators.Note, the lateral acceleration G y of vehicle can be used as in the calculating that factor contributes to target yaw rate γ c, to consider dynamic yaw rate (one or more).
γc=V·θ/(1+Kh·V
2)·H/Rg （1）
γt=γc/(1+T·s) （2）
Then, the equation (3) shown in use is following calculates understeer amount DV, and determines the turn direction of vehicle based on the symbol (plus or minus) of yaw rate gamma.When vehicle was turned left, understeer quantity of state DS was calculated as " DV ".On the other hand, when vehicle bent to right, the understeer quantity of state was calculated as " DV ".If the result of calculating is negative value, think that understeer quantity of state DS is zero.Note, the equation (4) shown in below understeer amount DV can use calculates.
DV=(γt-γ) （3）
DV=H·(γt-γ)/V （4）
Below, in step 1500, judge whether understeer quantity of state DS is equal to or greater than control and starts the positive constant that a reference value DSs(is equal to or greater than DSe), that is, determine whether that needing to carry out understeer reduces control.If the result of judging is (no) negating, the current circulation of finishing control.On the other hand, if the result of judging is sure (being), controls and continue execution in step 1550.
Below, in step 1550, judge whether vehicle velocity V reduces lower than being used for understeer the positive constant of permission speed of a motor vehicle lower limit Vdr(of controlling), that is, judge whether vehicle velocity V is to allow understeer to reduce the value of controlling.If the result of judging is sure (being), the current circulation of finishing control.On the other hand, if the result of judging is (no) negating, controls and continue execution in step 1600.
Below, in step 1600, to carry out understeer and reduce and control, it is by applying yaw moment be used to the yaw-rate that reduces vehicle, reducing the degree of the understeer of vehicle on vehicle when making car retardation.Note, understeer reduces to be controlled and can carry out in every way.For example, it can carry out as follows.Calculate to be used for the target braking skid rate Sroutt of turning path outside rear wheel and to be used for the target braking skid rate Srint of turning path inside rear wheel, make understeer quantity of state DS larger, target braking skid rate Sroutt and Srint are higher, and then be controlled at the brake-pressure on turning path outside rear wheel and turning path inside rear wheel, make the braking skid rate of turning path outside rear wheel equal target braking skid rate Sroutt and make the braking skid rate of turning path inside rear wheel equal target braking skid rate Srint.
Therefore, according to the first example embodiment, when the situation that need to be activated when the auxiliary control of turning occurs, in the described control process of Fig. 2, obtain the result of determination (no) of negating in step 50, then obtain sure result of determination (being) in step 100, then obtain the result of determination (no) of negating in step 150, then obtain the result of determination (no) of negating in step 200, and then obtain sure result of determination (being) in step 250.Result, by step 300 and 350, braking force begins to be applied to turning path inside rear wheel, and after step 300 and 350, braking force on the inside rear wheel of turning path increases, until obtain sure result of determination (being) in step 400 or 500.
By this way, the yaw moment (it occurs due to the braking force on left rear wheel and the difference between the braking force on off hind wheel) that points to the turning of assisting vehicle is applied on vehicle, thus the turning of assisting vehicle.Like this, the turning performance of vehicle becomes higher than the performance when the braking force that does not have execution under the auxiliary control of turning applies.
Simultaneously, when the situation that need to be activated is controlled in the minimizing of generation oversteer, in control process shown in Figure 3, obtain the result of determination (no) of negating in step 1050, then obtain sure result of determination (being) in step 1200, and then obtain sure result of determination (being) in step 1350.Subsequently, by step 1400, braking force is applied to for oversteer and reduces the control target wheel of controlling, until obtain sure result of determination (being) in step 1100, thus reduce the oversteer of vehicle.
Simultaneously, controlling the situation that need to be performed when the minimizing of generation understeer is, obtain the result of determination of negating in step 1050, then obtain sure result of determination (being) in step 1200, then obtain the result of determination (no) of negating in step 1350, then obtain sure result of determination (being) in step 1500, and then obtain the result of determination (no) of negating in 1550.As a result, by step 1600, braking force is applied to for understeer and reduces the control target wheel of controlling, until obtain sure result of determination (being) in step 1100, thus reduce the understeer of vehicle.
As mentioned above, the speed of a motor vehicle (vehicle velocity V) scope that the braking force of permission under auxiliary control of turning applies is from 0 to a reference value Vta, the vehicle speed range that the braking force of permission under the oversteer minimizing is controlled applies is from a reference value Vsp, and the vehicle speed range that the braking force of permission under the understeer minimizing is controlled applies is from a reference value Vdr.
With reference to figure 6, a reference value Vta is greater than a reference value Vsp, still less than license speed of a motor vehicle lower limit Vdr.Like this, the vehicle speed range section that allows that the braking force under auxiliary control of turning applies is not with to allow to reduce in understeer the vehicle speed range that the braking force under controlling applies overlapping.Therefore, can prevent from reliably applying mutual interference mutually and conflict with the braking force that reduces under controlling in understeer under auxiliary control of turning.
In addition, allowing the lower limit of the vehicle speed range that the braking force under auxiliary control of turning applies is 0, and allow the lower limit Vsp that oversteer reduces the vehicle speed range that the braking force under controlling applies be greater than 0 on the occasion of.Therefore, when vehicle velocity V is in less than the scope of lower limit Vsp, do not allow to apply at the braking force that oversteer reduces under controlling, and only allow the braking force under auxiliary control of turning to apply, and therefore the braking force under auxiliary control of turning applies and reduces braking force under controlling at oversteer and apply not mutual interference mutually and also can mutually not conflict.
When applying due to the braking force under carrying out auxiliary control of turning, the yaw-rate of vehicle uprises, therefore the braking force that reduces under controlling at oversteer may occur wherein to be judged to be apply the situation that need to be performed.Yet, in practice, when vehicle velocity V is not allowing in extremely low vehicle speed range that the braking force of oversteer under reduce controlling apply, usually occur in cross-country grade during situation about need to the braking force under auxiliary control of turning applying.Therefore, during cross-country grade, the braking force under auxiliary control of turning applies and can not be subject to the obstruction that oversteer reduces control, thereby can effectively strengthen the turning performance of vehicle.
In addition, allow to overlap at the vehicle speed range that the braking force under the auxiliary control of turning applies and the vehicle speed range that the braking force that allows under the oversteer minimizing is controlled applies.Yet, if when being enabled in oversteer under the state that the braking force under auxiliary control of carry out not turning applies and reducing braking force under controlling and apply, in the control process of Fig. 2, obtain sure result of determination (being) in step 200, and therefore step 300 and 350 is performed not.Simultaneously, if reduce under the state that the braking force under controlling applies, need to apply by the braking force under auxiliary control of turning carrying out oversteer, obtain the result of determination (no) of negating in step 100.
Like this, in any situation of above-mentioned situation, the braking force under auxiliary control of turning applies and reduces braking force under controlling at oversteer and applies and can not carry out simultaneously, so they can phase mutual interference or conflict.
In addition, if under the state that the braking force under auxiliary control of carry out turning applies, need to apply at the braking force that oversteer reduces under controlling, in the control process of Fig. 2, obtain sure result of determination (being) in step 50 and 400, and the braking force that then terminates under auxiliary control of turning applies in step 450.Therefore, equally in this case, the braking force under auxiliary control of turning applies with the braking force that reduces under controlling at oversteer and applies not mutual interference mutually or conflict.In addition, for example, even in the result of turning and assisting the braking force under control to apply, vehicle begins oversteer when vehicle travels on the road surface, as execution, the braking force that terminating in turns assists the braking force under controlling to apply and be enabled under oversteer minimizing control applies.Therefore, even in this case, also can reduce reliably the oversteer of vehicle.
The flowchart illustrations of Fig. 4 the auxiliary process of controlling of turning carried out of the second example embodiment in all-wheel drive vehicles by being combined in, of the present invention.The flowchart illustrations of Fig. 5 the process of the Study on Vehicle Dynamic Control in the second example embodiment.
In Figure 4 and 5, the number of steps indication identical with Fig. 3 with Fig. 2 with step employing corresponding to those steps shown in Figure 3 with Fig. 2.In addition, Fig. 4 and control process shown in Figure 5 each start in response to the ignition lock (not shown) is opened and repeat with given time gap.
With reference to figure 7, in the second example embodiment, be used for allowing turning to assist a reference value (higher limit) Vta of the judgement of controlling to be configured to the speed of a motor vehicle lower limit Vvsc that allows the control effort under Study on Vehicle Dynamic Control to apply lower than being used for.Therefore, permission is not overlapping with the vehicle speed range that the braking force that allows under Study on Vehicle Dynamic Control (comprising that the oversteer minimizing is controlled and understeer reduces control) applies at the vehicle speed range that the control effort under the auxiliary control of turning applies.
With reference to the turning in figure 4, the second example embodiment auxiliary control with the first example embodiment in turning auxiliaryly control essentially identical mode and carry out.Yet, if obtain the result of determination (no) of negating in step 150, be controlled in the situation of execution in step 200 not and continue execution in step 250.
In addition, with reference to the Study on Vehicle Dynamic Control in figure 5, the second example embodiment with the first example embodiment in the essentially identical mode of Study on Vehicle Dynamic Control carry out.Yet, if obtain sure result of determination (being) in step 1200, control and continue execution in step 1250.
In step 1250, whether judge vehicle velocity V lower than a reference value Vvsc for the judgement that allows Study on Vehicle Dynamic Control, that is, judge whether vehicle velocity V is too small and value that can not allow the braking force under Study on Vehicle Dynamic Control to apply.If result of determination is sure (being), the current circulation of output control.On the other hand, if result of determination is (no) negating, controls and continue execution in step 1300.
In addition, in the second example embodiment, even obtain sure result of determination (being) in step 1500, also do not carry out the step corresponding with the step 1550 in the first example embodiment, and control continuation execution in step 1600 applies with the control effort that is enabled under understeer minimizing control.
Like this, according to the second example embodiment, when the situation that the auxiliary control of generation turning need to be activated, by the step 300 in control process shown in Figure 4 and 350, braking force begins to be applied to turning path inside rear wheel, and the braking force on the inside rear wheel of turning path increases, until obtain sure result of determination (being) in step 400 or 500.
By this way, with the same in the first example embodiment, the athwartship moment (it is because the difference between the braking force on left rear wheel and on off hind wheel occurs) that points to the turning of assisting vehicle is applied to vehicle, with the turning of assisting vehicle.Therefore, the turning performance of vehicle is higher than the turning performance when the control effort that does not have execution under the auxiliary control of turning applies.
Simultaneously, when the situation that need to be activated is controlled in the minimizing of generation oversteer, braking force is applied to for oversteer by step 1400 and reduces the control target wheel of controlling, until the step 1100 in control process shown in Figure 5 obtains sure result of determination (being), thus the oversteer of minimizing vehicle.
Simultaneously, when the situation that need to be activated is controlled in the minimizing of generation understeer, braking force is applied to for understeer by step 1600 and reduces each control target wheel of controlling, until obtain sure result of determination (being) in step 1100, thereby reduce the understeer of vehicle.
As mentioned above, the speed of a motor vehicle (vehicle velocity V) scope that the braking force of permission under auxiliary control of turning applies is from 0 to a reference value Vta, and the vehicle speed range that the braking force of permission under Study on Vehicle Dynamic Control applies is from greater than a reference value Vvsc of a reference value Vta.
Therefore, as shown in Figure 7, allow the braking force vehicle speed range that applies and the vehicle speed range that the braking force that allows under Study on Vehicle Dynamic Control applies under auxiliary control of turning not to overlap each other, thereby and can prevent reliably their phase mutual interference or conflicts.
Especially, with the same in the first example embodiment, vehicle speed range that the braking force under auxiliary control that allow to turn applies with allow to reduce in the partly overlapping situation of vehicle speed range that the braking force under controlling applies at oversteer, if apply under the very high state of the yaw-rate that is performed therefore vehicle at the braking force under auxiliary control of turning, be judged to be the braking force that reduces under controlling at oversteer and apply and need to be performed, end to turn auxiliary control and start oversteer reduce and control.In this case, may end to turn auxiliary control and start oversteer reduce and control.
On the contrary, in the second example embodiment, even when the yaw-rate of vehicle uprises because the braking force under auxiliary control of turning applies, under any circumstance also can not be judged to be the braking force that reduces under controlling at oversteer and apply and to be performed.Therefore, can not the termination turning assist control and start oversteer minimizing control.
With reference to the embodiment that only is used for illustration purpose, the present invention has been described.Should be appreciated that, description is not exhaustive or limits form of the present invention, and should be appreciated that the present invention applicable to other system and in using.Scope of the present invention comprises any modification and the equivalent arrangements that those skilled in the art may be susceptible to.
For example, although in example embodiment in front, turn auxiliary control to turning path inside rear wheel apply braking force until turning path inside rear wheel by locking, but the auxiliary control of turning can be modified to turning path inboard wheel (one or more) and apply braking force (one or more) until its slippage or braking skid rate equal a reference value, and the auxiliary control of turning can be modified to the brake-pressure (one or more) that is increased on turning path inboard wheel (one or more), until this brake-pressure equals a reference value.
In addition, although in example embodiment in front, increase gradient delta Pbrint by calculate the goal pressure that is used for turning path inside rear wheel based on the absolute value of deflection angle θ, come according to the absolute value of deflection angle θ changeably set target pressure increase gradient, can be constant but goal pressure increases gradient.
In addition, although in the second example embodiment, the a reference value Vta of the judgement that being used for allows to turn assists control is set to the lower limit vehicle speed value Vvsc that allows the control effort under Study on Vehicle Dynamic Control to apply lower than being used for, can be set to higher than being used for and allow a reference value Vta of the auxiliary judgement of controlling that turns but be used for to allow to reduce at oversteer lower limit vehicle speed value Vsp that the control effort under controlling applies, and can be set to lower than being used for allowing to reduce lower limit vehicle speed value Vdr(that the control effort under controlling applies as shown in Figure 8 in understeer).
Although in example embodiment in front, vehicle is all-wheel drive vehicles, also can be applied to rear wheel drive vehicle and f-w-d vehicle according to travel controlling system of the present invention.
In addition, although in example embodiment in front, by applying the longitudinal force that braking force reduces each wheel to wheel, but the longitudinal force of each wheel also can (if drive wheel) by reducing the propulsive effort on wheel or reducing by reduce propulsive effort when applying braking force to wheel.
In addition, although in example embodiment in front, the auxiliary control to turning path inside rear wheel of turning applies braking force, apply braking force or apply braking force to the inboard front-wheel in turning path and turning path inside rear wheel respectively but also can be revised as to the turning path inboard front-wheel, perhaps can be revised as when applying braking force (one or more) to turning path inboard wheel (one or more) and apply propulsive effort (one or more) to turning path outboard wheels (one or more).
In addition, although in example embodiment in front, the wheel dynamics Controlling comprises that oversteer reduces control and understeer reduces control, also can omit the understeer minimizing and control.
Claims (6)
1. controlling device for vehicle running, it carries out auxiliary the control and Study on Vehicle Dynamic Control of turning, the auxiliary wheel longitudinal force of controlling of described turning, so that the longitudinal force of turning path inboard wheel becomes less than the longitudinal force of turning path outboard wheels, described Study on Vehicle Dynamic Control is controlled wheel longitudinal force, make the turning motion of described vehicle stable, described controlling device for vehicle running is characterised in that:
Allow the auxiliary vehicle speed range of controlling of described turning lower than the vehicle speed range that allows described Study on Vehicle Dynamic Control.
2. controlling device for vehicle running according to claim 1, wherein, described Study on Vehicle Dynamic Control comprises that oversteer reduces control, and allows the higher limit of the auxiliary described vehicle speed range of controlling of described turning to reduce the lower limit of the vehicle speed range of control lower than the described oversteer of permission.
3. controlling device for vehicle running according to claim 1, wherein,
Described Study on Vehicle Dynamic Control comprises that oversteer reduces control,
Allow the higher limit of the auxiliary described vehicle speed range of controlling of described turning higher than the lower limit of the vehicle scope that allows described oversteer minimizing to control, and
Allow the lower limit of the auxiliary described vehicle scope of controlling of described turning lower than the lower limit of the vehicle speed range that allows described oversteer to reduce to control.
4. controlling device for vehicle running according to claim 3, wherein, if the speed of described vehicle is in vehicle speed range between the described higher limit of the described lower limit that allows described oversteer to reduce the described vehicle speed range of controlling and the described vehicle speed range that allows the auxiliary control of described turning, even described oversteer reduce control term of execution when satisfying when being used for starting the auxiliary condition of controlling of described turning, do not start the auxiliary control of described turning yet.
5. controlling device for vehicle running according to claim 3, wherein, if the speed of described vehicle is in vehicle speed range between the described higher limit of the described lower limit that allows described oversteer to reduce the described vehicle speed range of controlling and the described vehicle speed range that allows the auxiliary control of described turning, described turning auxiliary control term of execution, when satisfying when being used for starting described oversteer and reducing the condition of controlling, ends the auxiliary control of described turning.
6. the described controlling device for vehicle running of any one according to claim 2 to 5, wherein, described Study on Vehicle Dynamic Control comprises that oversteer reduces control and understeer reduces control, and allows the higher limit of the auxiliary described vehicle speed range of controlling of described turning to reduce the lower limit of the vehicle speed range of control lower than the described understeer of permission.
Applications Claiming Priority (3)
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| JP2010212083A JP5119306B2 (en) | 2010-09-22 | 2010-09-22 | Vehicle travel control device |
| JP2010-212083 | 2010-09-22 | ||
| PCT/IB2011/002356 WO2012038823A1 (en) | 2010-09-22 | 2011-09-22 | Vehicle travel control apparatus |
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| CN103118911A true CN103118911A (en) | 2013-05-22 |
| CN103118911B CN103118911B (en) | 2015-06-10 |
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| EP (1) | EP2605944B8 (en) |
| JP (1) | JP5119306B2 (en) |
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| EP2605944B1 (en) | 2014-06-18 |
| EP2605944A1 (en) | 2013-06-26 |
| JP2012066659A (en) | 2012-04-05 |
| US8751130B2 (en) | 2014-06-10 |
| JP5119306B2 (en) | 2013-01-16 |
| CN103118911B (en) | 2015-06-10 |
| US20130179004A1 (en) | 2013-07-11 |
| EP2605944B8 (en) | 2014-10-08 |
| WO2012038823A1 (en) | 2012-03-29 |
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